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urbancog said:
International Rail Journal was able to get Metrolinx to provide some clarification about "setting aside" the O&M contract.

"While our partnership with ONxpress Operations has come to an end, our GO Expansion work is proceeding," Metrolinx told IRJ. "The development phase for GO Expansion was completed in December 2024, with early construction works underway, as well as in-corridor works along the Kitchener corridor."

The article includes this scope statement for GO Expansion <This comprehensive upgrade of the Toronto commuter network includes electrification, resignalling with ETCS Level 1, new electric locomotives and refurbishment of GO Transit’s fleet of double-deck coaches.> although not as a direct Metrolinx quote. Within ONxpress design and construction, Alstom is responsible for the design and construction of railway systems, which would include signalling and electrification.

This is reassuring but it's weird that we're not hearing it directly from Metrolinx.
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That piqued my interest as i thought it was supposed to be etcs level 2.
guess the article just didnt get that right
This is also another confirmation that the Development Phase was fully complete. Still unsure when theyre give us more details on that
 
Yea wrap it up folks this aint happening. Im going full doomer here. This is BAADD

Heres that scaleback that Reese probably saw at the conference awhile back
1749576389762.png



The number of trains per hour has been cut from 12 to eight, resulting in infrastructure changes, Molly Evans, Metrolinx’s vice-president of track specialized delivery, said in the November town hall.

Metrolinx leaders noted several other “de-scopes” in the town halls, including reductions in speed, cuts to the number and complexity of tracks, and abandoned platform upgrades.

Abandoning speed increases was a gut punch to one senior Metrolinx employee, who said travel time is the top reason people choose to drive, walk, bike or take transit.

“One of the biggest things that is going to really drive that modal share over to the rail network is travel time,” he said.

A high-level schedule presented to staff in April estimates that electrification will be complete in September 2035 for the Lakeshore West line, December 2036 for Lakeshore East, and January 2038 for the Union Station rail corridor.

But a December 2024 town hall only described electrification on the UP Express and Lakeshore lines. Under the minimum viable product, the agency plans to electrify from Burlington to Oshawa GO stations, with a gap at Union Station, Metrolinx consultant Shaun Kearney said in the town hall.


OH GOD THIS IS SO BAD USEP not done till 2029 AHAHAH

1749576615714.png



Shoutout to those who responded to the guy who asked for insider knowledge here from the trillium
 
chrisw said:
www.thetrillium.ca

How Metrolinx’s plan to deliver European-style train service went off the rails

GO Expansion will still transform Greater Golden Horseshoe transit — but likely won’t be as ambitious as what was planned just three years ago
www.thetrillium.ca www.thetrillium.ca
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I wish we can scrap ML and get DB to design and run our system instead.

A high-level schedule presented to staff in April estimates that electrification will be complete in September 2035 for the Lakeshore West line, December 2036 for Lakeshore East, and January 2038 for the Union Station rail corridor.
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Hahahahaha.....I think.

Lindsay, in the recent town hall, said there are “exciting” conversations taking place about Metrolinx’s role in running the GO network, versus that of third parties. The Alstom extension will be an interim step while those discussions take place, he said.
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Ain't he easily excited? I know I *certainly* am as a rider. /s

AoD
 
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chrisw said:
They spent 2.5 years on the development agreement after selecting a bidder. Not that any of it is public but it's interesting how flexible the implementation timeline for Go Expansion is, you'd have thought signing the contract would've finalized some things.
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In town halls, Metrolinx leadership described defining the scope of the project as a major challenge that they hoped to figure out soon.

“We’re getting close to being able to articulate … what the plan is going to look like and when service-level enhancements arrive,” Lindsay said on June 4.

In the meantime, questions remain about “what to build, and when to build, and how that ties to a plan of operations,” including the cost and feasibility of the service, coordination with freight rail companies that use the same tracks, and how Union Station will handle the increased service, he said.

“I don't think anyone really knows exactly what the vision is,” one senior Metrolinx employee said, “because it has changed so much.”
 
chrisw said:
In town halls, Metrolinx leadership described defining the scope of the project as a major challenge that they hoped to figure out soon.

“We’re getting close to being able to articulate … what the plan is going to look like and when service-level enhancements arrive,” Lindsay said on June 4.

In the meantime, questions remain about “what to build, and when to build, and how that ties to a plan of operations,” including the cost and feasibility of the service, coordination with freight rail companies that use the same tracks, and how Union Station will handle the increased service, he said.

“I don't think anyone really knows exactly what the vision is,” one senior Metrolinx employee said, “because it has changed so much.”
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I think the fatal flaw of this project is that by not publicly sharing ANY kind of project vision, KPIs, or desired outcomes (beyond the old business case which is now very out of date), the organization can just spin it's wheels forever descoping without any accountability.

It really shows how public oversight and outrage can be a powerful and counter-intuitively, helpful, tool to hold government accountable and progress major infra projects.
 
duffo said:
I think the fatal flaw of this project is that by not publicly sharing ANY kind of project vision, KPIs, or desired outcomes (beyond the old business case which is now very out of date), the organization can just spin it's wheels forever descoping without any accountability.

It really shows how public oversight and outrage can be a powerful and counter-intuitively, helpful, tool to hold government accountable and progress major infra projects.
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I disagree that simply stating KPIs or outcomes would ensure consequences for failure. The government can simply shift the goalposts and brazen it out. There are maybe 100 people in the province whose votes depend on this and at least half of them post here
 
duffo said:
I think the fatal flaw of this project is that by not publicly sharing ANY kind of project vision, KPIs, or desired outcomes (beyond the old business case which is now very out of date), the organization can just spin it's wheels forever descoping without any accountability.

It really shows how public oversight and outrage can be a powerful and counter-intuitively, helpful, tool to hold government accountable and progress major infra projects.
Click to expand...

What you see as a flaw, the government and the org probably saw as a benefit. It is a variant of never giving a project deadline - you can't criticize if such thing doesn't exist (publicly). Bad for public accountability but great for decision makers.

Oh I am so hoping you guys are looking forward to GO 2.0.

AoD
 
honestly I would say instead of pining for DB, maybe Metrolinx should go staff-shopping at Caltrain. They have actually delivered a 25kV OHLE bilevel EMU in an FRA environment, and some of them might not mind a change of scene from Trump’s USA.
 
dowlingm said:
honestly I would say instead of pining for DB, maybe Metrolinx should go staff-shopping at Caltrain. They have actually delivered a 25kV OHLE bilevel EMU in an FRA environment, and some of them might not mind a change of scene from Trump’s USA.
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Forget about going shopping, ML should just cease to exist.

AoD
 
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